Internal-combustion engine



fiepfi. 9 E9241.

, F. M. SUTTON INTERNAL COMBUSTION ENGINE Filed June 29,

Patented Sept. lldfi l.

. HXTWNAFrCGhTBUSTIQIBl M21333 L1 application sled June as,

To alZ whom it may concern:

Be it known that l, FRANK M. SUTTON, a citizen of the United States,residing at Modesto, in the county of Stanislaus and State ofCalifornia, have invented new and Qne of the objects of the presentinven-' tion is to generally improve and simplify engines of thecharacter described, and especially to provide an engine employingopposed cooperating pistons actuated by a common crank shaft so as toequalize hearing thrusts and to permit a balanced con is; further toprovide an engine in which crank case compression may be en tirelyeliminated and in "which charging and scavenging of the explosivemixture may be eificiently accomplished. Another object of the inventionis to provide a structure which permits compression and firing of theexplosive mixture between the pistons and within one oi. the same; alsoa structure which permits the formation of ports for the delivery anddischarge or" the explosive mixture, thereby reducing the number ofvalves and connected mechanism required to a minimum.

Further objects Will hereinafter appear.

The invention consists of the parts and the construction, combinationand arrangement of parts as hereinafter more fully described andclaimed, having reference to the accompanying drawings, in Which--- Fig.1 is a central, vertical, longitudinal section through the engine.

Fig. 2 is a similar section taken at right an les to Fig. 1.

eferring to the drawings in detail, A

indicates a cylinder, B a crank case, 2 a crank shaft journalledinsuitable bearings as indicated at 3, and 4c and 5 a pair ofcooperating pistons; one disposed Within the other and both connectedwith the crank shaft by means of the connecting rods indicated at 6 and7.

Formed near' the upper end of the cylinderis a chamberezl, andregulating the admission of gasses or air thereto is an. inlet valve 9which is lifted once during 1821. Saris! no.

each revolution of the crank shaft by means of a cam 10 and a pusher rod11. Forming a communication between the chamber 8 and the upper end ofthe cylinder-is a plurality of ports ill and a single port 13, thefunction oi'vvhich will hereinafter he described.

Formed near the lower end of the cylinder is a plurality; of exhaustports as indicated at 1 and forming a part out the cylinder is anannular exhaust discharge passage with which the ports it communicate.

Formed in the upper end of the piston ti is a plurality of ports 16, andformed near the lower end thereof is a similar set of ports 17 The ports16 are adapted to communicate with the ports 12 and the chamber 8, andalso with a chamber 18 in which is mounted a spark lug 19. The lowerports 17 are employs for scavenging purposes only and Will thereforeregister with the exhaust ports 14 during the scaveng ing cycle as willhereinafter be described.

The piston .4 travels within the cylinder A. The interior oi this pistonis ground to form a cylinder chamber for the piston 5, and it maytherefore be stated engine is divided into two separate chamhers, onechamber 20 formed between the head of the piston tend. the head of thecylinder indicated at 21, and a second cha1n- I ber 22, which is formedinterior of the piston 4; or between the pistons i and 5. The chamber 20forms a primary suction and compression chamber for the gases or othermixture employed, While the chamber 22 forms a compressionand firingchamber for the same gases. lhe cycle of operation will be as follows: v

Gpposed movement of the pistons i and 5 takes place due to the 180ofiset formed by the cranks on the shaft. During downthat the Wardmovement of piston a, an explosive charge is admitted through valve 9and the chambers 8 and 20 are thus completely filled with the gas.'During the upward stroke of piston a, the mixture is compressed and isicy-passed through the ports 12 and. finally the ports 13 into thechamber 8 under fairly high compression. The moment however that piston4- reaches its upper limit of movement, ports 16 will register with theports 12 as shown Fig. -1 and the l8 coniainin Bil - menl is mission anddischarge of the gases at timed intervals. In fact the only valveemcharge under" compression held by the chainher 8 will thus be bypassedinto the chain.

ber EZQ formed. between the pistons 4 and 5. This charge is compressedduring the neat incitement of the two pistons which are in opposition toeach other and. when maximum compression is reached, register is madehetween the ports 16 and the chanibeithe spark plug. A circuit issimultaneous y ned through the plug l-l and the charge is thus ignited.The firing and expansion oi. the mixture produces the driving; forcerequired and downward move imparted to the piston 5, While u Wardmovement is transmitted to the piston 4. The charge is thus completelyon pended and is exhausted the moment the ports 1'? register with theports 14 as shown in 1. A. charge admii sted to the chambers 8 and 20and compressed during the upward movement ofthe piston 4 issimultaneously admitted through the ports 12 and 1c and this char e isnot only 6133:.- pioyed for the purpose or" recharging the chamber 22,but also to assist complete removal or scavenging of the burneddischarging through the ports 17, the cycle of operation being repeatedonce during each revolution, and a two-cycle operation is thus obtained.

In actual practiceic is obvious that the ner desired, either by walerjaclketing "she same or by providing cocllng fins such as indicated. at25. To further assist cooling, closed chamber has been formed in cheupper pale; of the piston 4: indicated at This chamber may be partiallyfilled with a fluid which will assist in'conducting o "iransf'erring'the heal; from the inner head.

From the ion-:goin it can be seen, first, that. a awe-cycle engine hasbeen provided in which crank case conipression'is entirely eliminatedthe charge to be compressed and fired is adinifited and lay-passed bymeans *2 the piston l and the chambers 20 and formed above the same;dilution of the lubricating oil contained in the crank case, Wear on tle hearings and leakage losses are l-hus avoided; second, a uniformpressuife is GICQlIiGQl on the crank shaft bearings during eachrevolution, and particularly during bhe firing cycle as the thrust ofthe connecting rods and piston is in opposition to each other, This isof further impor'cance as permits, ractically speaking, perfect halalorcczip e between the movi ar-its. Third, structure is providedpractically eliminates the use of valves as the posts formed in thecylinder and the pislon 4 permit automatic adproper ployed thatindicated at .hhie valv operate on the Diesel principle. 111 t' being inreality nothing more or less a check 'valve to prevent escape 01% fromchamber 8 during the compi'essin ole. Such a. structure is of greatimpor tance as it materially reduces the cos, manufacture by eliminatinga. numbervalvcs and 2-;he mechanism required to 0p ate the same. Fourth,leakage losses 0 gases during compression and. iiring of 15h same willbe reduced to a minimum in ill present; instance as compression takesplace during half the time period required by single piston engine. Inother words Where a charge is compressed rapidly, 21 this instance,escape by leakage is Such leakage loss is furthermore prcyei in thepresentinshance due to the face c. the-charge is compressed. within theE and to escape it music either pass no n- Wardly around the piston 5 orotherwlse through the ports 16 and upwardly hey oi the head of thepiston Such escape would however is of no importance as it Wood-a merelyenter the chamber 20 Where it We" again be returned when the next chmoy-passed to the chamber 22,. In the connection it may e sisal-ed chatthe shaft throw may be reduced to hall? P a quired by a single pishonengine is the case, it should be obvious thai; meeting rod throw and thevibrations duced thereby will he reduced to mum,

While I have in this instance described. an engine operating on anexplosive tore admitted from a carburetor 01 oz sour-cc of supply, it isobvious that lshe engine may operate on the Diesel prim if desired, thatis apure charge would in theiins'tance he admitted tllz'oz the valve 9and this charge when, compares" would he lay-passed to the chamber Whereit would finally he conipit'essed to 2 approximate pressure of 500pounds compression would heal; .che all" lo a, clout temperature topermit the engin :asethe fuel injected would he recall" on fi'oin'thechamber 18, which would suppo a fuelatomiaing nozzle as a suhstitute thespark plug 19 shown. I therefore Wish. it understood that a, two cycleoperation permitted Whetheremploying explosive mixture or. operating onthe Diesel prim oiple; further that Whil the general is more or lessspeci ly illustrated, Wish it understood than anions changes form andproportion may be resored to within 'the scope of the appended claims,similarly that the nia'iierials and finish of T e several parts employedmay be such as H s experience and judgment of the menu 1 may dictahe orvarying uses L demand a u 1, A?

Wilma described my invention,

what I claim and desire to secure Patent is- A two-cycle enginecomprising a cylinder, a normally closed intake chamber partiallysurrounding the upper end thereof and having aligned openings formingcommunication between the chamber and.c linder, one of said openingsbeing elongated to extend upwardly to the cylinder head, a valve foradmitting fuel to the intake chamber, a hollow piston reciprocallymounted in the cylinder and forming a combined suction and compressionchamber between the piston and cylinder head, the said piston havingports at the upper end thereof, a second piston reciprocally mountedtherein to form a combustion chamber between the two pistons, a crankshaft, and links conmeeting the said shaft and pistons in opposedrelation to each other, the upward by Letters stroke of the hollowpiston adapted to.

compress the fuel charge in the combined suction and pressure chamber,byassing the same initially through the aligne openings and finallythrough the elongated opening to the intake chamber and thence havingports between it and the chamber,

said hollow piston having ports adjacent its lower end for registrationwith the ports of the exhaust chamber to effect discharge of burntgases, the lower ports of the hollow piston registering with said portsofvthe exhaust chamber simultaneousl with registration of the upperportsot the hollow piston with the ports of the intake chamber so thatupon recharging of the combustion chamber the incoming gases assist inremoval of the burnt gases into thenexhaust chamber.

FRANK M. SUTTON.

